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of  BOSTON 


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THE 

NATIONAL    SHAWMUT   BANK 

OF  BOSTON 


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When  the  Seas^seemed  wider 


IT  was  in  the  early  days  of  American  enterprise  in  foreign  trade 
that  this  bank  was  founded,  largely  to  serve  importers  and  ex- 
porters. The  rapidly  growing  commerce  of  the  Port  of  Boston 
called  for  the  establishment  of  close  relationships  with  trustworthy 
bankers  and  business  houses  abroad.  For  more  than  three-quarters 
of  a  century  the  National  Shawmut  has  been  known  as  an  inter- 
national bank,  standing  close  to  the  heart  of  New  England's  commerce 
and  industry. 

Trading  abroad  to-day  requires  an  experienced  and  dependable 
guide;  there  is  no  safe  territory  for  lone  adventuring.  The  National 
Shawmut  Bank  may  help  you  materially,  either  in  finding  goods  to 
buy  or  a  market  for  the  wares  you  sell.  This  bank  provides  clients 
with  up-to-the-minute  information  on  credit  and  trade  conditions. 

Swiftness,  accuracy,  abundant  resources,  ability  to  handle  difficult 
missions,  intelligent  personal  service  —  these  are  the  results  of  the 
National  Shawmut  Bank's  strong  organization  at  home  and  abroad. 


THE    NATIONAL    SHAWMUT    BANK 
OF    BOSTON 


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THE  NATIONAL  SHAWMUT  BANK  BUILDING,  40  WATER  STREET,    BOSTON,    MASS. 
WITH   ENTRANCES  ALSO  ON   DEVONSHIRE  STREET  AND  CONGRESS  STREET 


THE 
PORT  OF  BOSTON 


SHAWMUT    SERIES    No.   227 

PREPARED  BY 

THE  NATIONAL  SHAWMUT  BANK  OF  BOSTON 

40  WATER  STREET,  BOSTON,  MASS. 

1923 


/3-  &^~> 


Copyright  1923 

THE    NATIONAL    SHAWMUT    BANK 
OF    BOSTON 


fftf^oou*' 


THE   PORT   OF   BOSTON 


FOR  two  hundred  and  ninety-two  years,  since  the  day, 
when  the  first  vessel  built  in  the  Massachusetts  colony, 
"The  Blessing  of  the  Bay,"  was  launched  at  Medford, 
by  Governor  Winthrop,  commerce  has  been  first  in  importance 
among  the  industries  and  activities  of  Boston. 

With  such  a  background  it  is  not  surprising  that  mer- 
chants and  capitalists  of  Boston  are  ever  seeking  new  paths 
toward  commercial  expansion.  It  was  this  spirit  of  enterprise 
that  inspired  Thomas  Handasyd  Perkins,  N.  P.  Russell, 
Jonathan  Phillips,  Nathaniel  Goddard,  and  other  Boston 
merchant  princes  of  a  past  generation,  to  send  their  ships  into 
every  quarter  of  the  globe. 

In  these  days  when  China  is  so  much  in  the  public  news, 
it  is  of  interest  to  note  that  from  1810  to  1840  nearly  one-half 
the  commerce  between  the  United  States  and  China  was  in 
the  hands  of  the  Boston  house  of  Bryant  &  Sturgis. 

It  is  a  matter  for  reflection  that  the  loss  of  Boston's  trade 
with  the  Orient  was,  in  a  large  measure,  the  result  of  an  Act 
of  the  Massachusetts  Legislature  which  placed  a  tax  upon 
all  goods  sold  at  auction.  As  the  auction  sale  was  the  means 
resorted  to  for  marketing  cargoes  from  the  Far  East,  our 
import  trade  was  thus  subjected  to  a  direct  penalty.  The 
immediate  effect  of  this  short-sighted  legislative  policy  was 
to  deflect  China  trade  toward  New  York.  The  position  which 
Boston  had  attained  in  the  far  eastern  trade  may  be  apprecia- 
ted from  the  statement  that  in  the  four  years,  1856  to  1859, 
there  were  employed  in  her  Calcutta  trade  three  hundred  and 
fourteen  ships  aggregating  485,000  tons,  as  against  New  York's 
sixty-six  ships  and  109,000  tons  in  the  same  trade. 


From  the  day  in  1836  when  a  little  group  of  Boston 
merchants  and  ship-masters  assembled  in  the  old  Coffee  House 
on  State  street  and  organized  the  "Shawmut  Bank,"  down  to 
the  present,  this  institution  has  always  participated  actively 
in  the  development  of  the  Port  and  its  commerce.  Benjamin 
T.  Reed,  the  first  president  of  the  Shawmut  Bank,  was  a 
member  of  a  committee  appointed  in  1839,  to  negotiate  with 
Samuel  Cunard,  that  Boston  be  made  the  American  terminus 
of  Mr.  Cunard's  Liverpool  Line.  The  "Unicorn,"  a  steamer 
of  six  hundred  and  forty-nine  tons,  which  arrived  in  Boston, 
June  2,  1840,  was  the  first  fruit  of  that  negotiation.  From 
that  time,  until  1848,  Boston  was  the  exclusive  Cunard  Port 
in  the  United  States. 

The  period  from  1830  to  1840  may  be  regarded  as  one  of 
the  most  important  in  the  development  of  Boston's  commercial 
greatness.  During  those  ten  years  the  population  of  the  city 
increased  40%  and  the  valuation  of  property  showed  an  in- 
crease of  50%.  It  was  during  this  period  that  the  develop- 
ment of  rail  transportation  had  its  beginning.  Those  ten  years 
saw  the  birth  of  railroad  transportation;  and  for  a  number 
of  years  thereafter,  the  growth  of  steamship  traffic  from  the 
Port  of  Boston  paralleled  the  development  of  the  railroad 
systems. 

While  commerce  was,  at  the  beginning,  the  chief  factor 
in  Boston's  development,  the  early  decades  of  the  century 
show  the  commencement  of  an  expanded  interest.  The 
opening  of  the  West  inspired  vast  railroad  construction  pro- 
jects. It  was  the  purpose  of  the  Boston  capitalists  who 
projected  the  extension  of  the  state's  railroad  systems  that 
trie  prosperity  of  the  Port  of  Boston  would  be  increased 
through  direct  contact  with  the  grain  growing  areas  of  the 
West  and  Northwest.  By  the  construction  of  these  roads 
there  was  developed  a  powerful  system  of  feeders  for  the 
steamship  lines  that  were  being  built  through  the  energy  and 
enterprise  of  Samuel  Cunard,  Enoch  Train  and  others. 

In  these  days  when  the  question  of  adequate  rail  trans- 
portation systems  is  recognized  as  of  first  importance  in  the 


industrial  and  commercial  life  of  New  England,  one  is  sur- 
prised to  learn  that  Boston's  first  essays  in  the  development 
of  rail  transportation  were  regarded  as  a  menace  to  the  pros- 
perity of  the  Port.  When  those  schemes  of  railroad  construc- 
tion were  first  broached,  many  of  the  merchants  of  Boston 
could  foresee  nothing  short  of  complete  disaster.  So  firmly 
was  their  faith  grounded  in  the  value  of  commerce  that  they 
could  see  in  this  new-fangled  idea  of  transportation  nothing 
to  equal  the  value  of  the  ocean-going  traffic  of  the  Port. 
Foreign  trade  was  for  them  the  only  thing  worth  while.  So 
grave  a  view  was  taken  of  the  evil  effects  of  railroad  con- 
struction that  meetings  were  held  and  legislation  demanded 
which  would  check  the  proposed  development.  The  com- 
plete destruction  of  the  city's  two  important  industries, 
commerce  and  fisheries,  was  the  least  of  the  disasters  pre- 
dicted as  a  result  of  this  new  order  of  things. 

Undeterred  by  opposition,  such  men  as  Nathan  Hale, 
Josiah  Quincy,  T.  B.  Wales  and  others,  including  Hinckley 
Lyman  and  Souther,  builders  of  locomotives  and  engines, 
continued  vigorously  to  push  forward  the  development  of  the 
railroad  system.  Subsequent  events  showed  how  ill-founded 
had  been  early  opposition  to  the  railroads.  The  benefits 
growing  out  of  the  combined  development  of  steamship  and 
rail  traffic  are  to  be  seen  in  the  expansion  of  Boston's  foreign 
trade  between  1840  and  1857.  The  import  trade  of  the  Port, 
for  which  the  most  serious  disaster  had  been  predicted,  in- 
creased more  than  200  %  during  that  time. 

In  1854,  when  the  Boston  Board  of  Trade  was  formed,  a 
definite  campaign  was  outlined  for  improving  and  extending 
Boston's  transportation  facilities  of  every  kind.-  Linked  with 
the  carrying  out  of  these  plans  are  the  names  of  J.  C.  Con- 
verse, George  C.  Richardson,  Silas  Potter,  JVM.  Beebe,  E.  S# 
Tobey,  W.  Perkins,  Otis  Norcross,  Denman  Ross  and  J.  S. 
Ropes.  It  was  largely  because  of  the  determined  efforts  of 
these  Boston  merchants  and  their  associates  in  the  Board  of 
Trade,  that  the  railroads  entering  Boston  eighty-five  years 
ago  were  unsurpassed  in  this  country  or  abroad  in  their  ar- 
rangements for  the  economical  handling  of  freight. 


An  interesting  light  on  the  fluctuation  of  commerce  at 
the  Port  of  Boston,  and  the  powers  of  recovery  which  the 
Port  manifested  at  a  time  when  its  commerce  had  reached  its 
lowest  point  in  a  generation,  may  be  gathered  from  the  state- 
ment: "We  doubt  whether  in  the  whole  history  of  commerce 
there  is  to  be  found  a  record  of  commercial  development  as 
that  which  Boston  can  boast  —  an  advance  from  nil,  no  sailing 
of  a  steamship  for  Europe  in  1869,  to  one  hundred  such  sailings 
in  1877,  to  three  hundred  and  twenty  in  1880  and  to  more  than 
four  hundred  in  1892."* 

*  Hamilton  Andrews  Hill,  in  chapter  on  "Trade,  Commerce  and  Navigation," 
History  of  Suffolk  County. 


DEVELOPMENT  OF  BOSTON'S  COMMERCE 
IN  PAST  TWENTY  YEARS 

The  development  of  Boston's  commerce,  as  compared 
with  that  of  other  Atlantic  ports,  during  the  past  twenty  years 
may  be  seen  from  the  tables  which  follow  and  which  give 
figures  for  Boston  and  other  ports  on  the  value  of  imports  and 
exports,  grain  receipts,  value  of  selected  imports  and  exports 
at  the  Port  of  Boston,  passengers  arriving  from  abroad,  and 
vessels  entered  and  cleared  in  foreign  trade. 

In  any  estimate  of  Boston's  position  among  the  ports  of 
the  country,  consideration  should  be  given  to  the  effect  of 
the  World  War.  The  re-adjustment  of  our  port  and  trans- 
portation system  to  meet  the  demands  growing  out  of  our 
entry  into  the  War  was  especially  disadvantageous  to  Boston. 
The  matter  of  rate  discrimination  in  favor  of  other  ports  has 
also  to  be  regarded  as  an  important  factor.  Space  prevents 
any  discussion  of  these  questions,  but  they  have  been  admir- 
ably covered  in  a  recent  publication  entitled  "The  Port  of 
Boston,  Massachusetts"  prepared  by  the  Engineer  Corps 
U.  S.  A.  and  the  United  States  Shipping  Board,  and  published 
by  the  Government  Printing  Office  at  Washington,  D.  C. 

Boston's  failure  to  maintain  the  same  relative  rate  of 
increase  in  her  commercial  growth  as  other  ports  in  the  five 


years,  1917-1921  as  compared  with  1902  and  1906,  is,  in  part, 
due  to  conditions  growing  out  of  War.  Boston's  increase  in 
value  of  exports  during  the  five  years,  1917-1921  was  but 
J39-2%  over  the  period  1902  to  1906.  New  York,  in  the 
meanwhile,   shows   an  increase  of  459.6%   and  Philadelphia 

479-3%- 

Per  cent  increase  in  value  of  exports  in  five  year  period 
1917-1921  over  period  1 902-1 906. 

Boston !39-2 

New  York 459-6 

Baltimore,  Md 266.2 

New  Orleans,  La 268.3 

Galveston,  Tex 2°5-7 

Philadelphia,  Pa 479-3 

The  effect  of  the  War  is  not,  however,  so  important  a 
factor  in  the  decline  of  Boston's  share  of  the  country's  total 
foreign  trade.  It  will  be  seen  from  the  appended  figures  that 
Boston's  proportion  of  the  total  exports  of  the  country  fell 
from  9.7%  as  the  average  for  the  decade  1891  to  1900  to 
J-33%  in  the  fiscal  year  1922.  * 

The  value  of  Boston's  imports  for  the  fiscal  year  1922,  in- 
creased ninety-five  million  dollars,  or  140%  above  the  average 
for  the  ten  years  1891  to  1900,  while  exports  fell  off  forty-seven 
million,  or  almost  50%.  Baltimore,  however,  shows  an  increase 
of  over  200%  in  imports  and  42%  in  exports.  Philadelphia 
shows  a  gain  of  140%  in  imports  and  135  %  in  exports. 

The  importance  of  grain  and  other  bulk  freight  in  Bos- 
ton's commercial  development  has  been  emphasized  fre- 
quently. The  changing  position  of  Boston  in  this  matter  of 
grain  receipts  is  shown  in  the  following  table: 


See  table  pages  36-37. 


Proportions   of   Flour  and  Grain   Receipts  at 
Atlantic  Ports 

New  York  Boston  Phila.  Bait. 

P.C.  P.  C.  P.  C.  P.C. 

1884 56.3  17-5  10.6  15.6 

1894 52.6  16.5  14.6  16.3 

1920 52-3  4-7  16.3  26.7 

1922 45.1  4.5  22.2  28.2 

Five  Year  Average  Receipts  of  Grain  at  Boston 

Bushels 

1896-I9OO 38,465,837 

I9OI-I905 25,021,285 

I906-I9IO 20,096,618 

I9II-I9I5 22,969,561 

I916-I92O 18,639,701 

1922 13,628,049 

It  may  be  said  in  passing  that  among  the  cities  repre- 
sented, Boston  had  ranked  second  in  grain  receipts  in  1882, 

1883,  1884,  1885,  1888  and  1894.  In  1922  she  was  fourth. 
Of  the  aggregate  receipts  of  grain  at  Boston,  New  York, 
Philadelphia  and  Baltimore  in  1884,  Boston  had  17.5%.  In 
1920  her  share  had  dropped  to  4.7%.  Last  year,  1922  it  was 
4.5%.  In  the  meantime,  Baltimore's  share  of  grain  receipts 
among  the  four  ports   mentioned   increased  from    10.6%   in 

1884,  to  22.2%  in  1922,  and  that  of  Philadelphia  from  15.6% 
to  28.2%.  * 

The  effect  of  the  War,  and  the  restricting  of  immigration, 
is  of  course  to  be  seen  in  the  falling  off  in  the  number  of  pas- 
sengers arriving  at  the  principal  Atlantic  ports.  The  general 
increase  in  arrivals  in  1914,  was,  to  a  large  extent,  due  to  the 
return  of  American  citizens  and  others,  following  the  outbreak 
of  the  War.  t 

*  See  page  39  for  exports  of  wheat  and  flour  from  U.  S.  ports, 
t  See  table  page  35. 

IO 


WHERE  THE  SHAWMUT   BANK   WAS   ORGANIZED   IN   1836 


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THE  CUNARD  S.   S.    BRITANNIA   LEAVING    ON   SCHEDULE   IN    1844  THROUGH    A   CANAL 

IN  THE  FROZEN   HARBOR,  SEVEN    MILES   LONG   AND  ONE   HUNDRED 

FEET  WIDE,    PROVIDED   BY  THE   MERCHANTS   OF   BOSTON 


BOSTON  AND  ALBANY   DOCKS,   EAST   BOSTON 


-  -r 


SHIP      INDEPENDENCE,"   A   BEAUTIFUL  EXAMPLE  OF  BOSTON'S   MERCHANT   MARINE 
OF  THE  LATE  NINETEENTH   CENTURY 


The  increase  during  the  fiscal  year  1922  over  1921,  of 
vessels  in  Foreign  Trade  entered  at  the  Port  of  Boston,  is  due 
in  part  to  the  imports  of  British  coal,  as  a  consequence  of 
the  shortage  in  New  England,  increased  imports  of  wool, 
and  the  general  increase  in  import  trade  of  the  whole  country. 

Tonnage  of  Vessels  in  Foreign  Trade 
Entering  and  Clearing  from  Port  of  Boston 

Entered 

American  Foreign  Total 

Number    Tonnage       Number       Tonnage        Number      Tonnage 

1890 377  i97>73i  1938  1,252,139  2315  1,449,870 

1900 2I2  215,673  1455  2,049,358  1667  2,265,031 

1910 I29  i97j°96  i234  2,602,576  1363  2,799,672 

*i92o 542  1,097,268  639  1,152,602  1181  2,249,870 

**921 564  1,430,899  870  1,568,694  1434  2,999,593 

*i922 584  1,663,555  12-53  2,625,861  1837  4,289,416 

District  of  Massachusetts. 

Cleared 
1890 244   126,021   1212   892,470   1456  1,018,491 

i9°o 294   253,645   i324  i,723,765   ip8  1,977,410 

1910 141   157,314   1001  1,702,765   1142  1,860,079 

*i92° 372   734,°2o   477   603,949   849  i,337>969 

*i921 359      9I9>2°2   618   894,430   977  1,813,632 

*i922 371  1,005,110   843  1,470,895  .  1214  2,476,011 

*  District  of  Massachusetts. 


THE  PORT  AND  EQUIPMENT 

The  Port  of  Boston  has  one  hundred  and  forty-one  miles 
of  waterfront,  including  a  lineal  frontage  of  more  than  forty 
miles  of  berthing  space  for  ships,  on  a  depth  of  more  than 
thirty  feet  at  low  water.  Its  geographical  position  with 
relation  to  the  great  ports  of  the  world  is  unexcelled. 

Boston  is  two  hundred  miles  nearer  Europe  than  New 
York  and  four  hundred  miles  nearer  than  Philadelphia  or 
Baltimore.     Her  position   makes   possible   a   saving  of  from 

13 


two  to  four  days  on  round  trips  between  Boston  and  ports  in 
the  United  Kingdom  and  of  Europe. 

The  accompanying  table  of  distances  shows  that  Boston 
is  nearer  to  South  American  ports  than  any  Atlantic  or  Gulf 
port  except  Norfolk  and  Charleston.  Its  position  gives  it  a 
direct  advantage  in  the  handling  of  imports  of  cotton  from 
Egypt,  of  vegetable  oils  from  Mediterranean  ports;  burlaps, 
jute,  hides  and  skins  from  India. 

It  enjoys  a  special  advantage  with  relation  to  South 
American  ports  south  of  Pernambuco.  The  industries  of  New 
England  have  at  their  disposal  a  distinct  advantage  in  this 
particular,  as  large  quantities  of  rubber,  wool,  hides,  coffee, 
cocoa  and  other  commodities,  are  consumed  in  the  manufac- 
turing operations  of  New  England's  many  varied  establish- 
ments. Boston,  as  a  distributing  center,  not  only  for  New 
England,  but  other  adjacent  territory,  enjoys  a  further  ad- 
vantage in  the  matter  of  imports  of  such  South  American 
commodities,  for  local  consumption,  as  bananas  and  other 
fruit,  sugar,  sisal,  mineral  oils,  etc. 

Water  Distances  to  Important  Foreign  Ports 
in  Nautical  Miles* 

Mon-  Port-  Bos-  New  Phila-  Balti- 

treal  land  ton  York  delphia  more 

Liverpool 2,785  2,885  2>928  3,107  3,250  3,393 

Glasgow ....  2,857  3,036  3,179  3,322 

Hamburg ....  3,469  3,648  3,791  3,934 

Copenhagen ....  3,749  3,928  4,071  4,214 

Gibraltar 3,188  2,985  3,028  3,207  3,350  3,490 

Havana 2,472  1,456  1,415  1,186  1,156  1,107 

Colon,  C.  Z 3,i6o  2,198  2,157  1,974  1,946  1,901 

Pernambuco 4,284  3,700  3,669  3,698  3,745  3,772 

Buenos  Aires 6,457  5,873  5,842  5,871  5,918  5,945 

Shortest  usual  route  as  shown  in  table  of  distances  between  ports,  issued  by  the 
Hydrographic  Office,  U.  S.  Navy.  Nautical  miles  may  be  converted  to  statute  miles 
approximately  by  multiplying  by  1.15.  (Port  of  Boston,  Massachusetts,  U.  S.  Port 
Series  No.  2.) 

14 


New 

Galves- 

Orleans 

ton 

4,613 

4,773 

4.510 

4,670 

53 1 54 

5,3H 

5*434 

5,573 

4,593 

4,753 

603 

769 

*>39° 

i,493 

4,108 

4,33i 

Water  Distances  (Continued) 

Nor-  Charles-  Sav-  Mo- 
folk                ton  vannah  bile 

Liverpool 3,272  3,540  3,613  4,544 

Glasgow ....  ....  .... 

Hamburg 3,813  4,081  4,154            

Copenhagen 4,093  4,434           

Gibraltar 3,369  3,619  3,689  4,524 

Havana 985              646  606  553 

Colon,  C.  Z 1,779  1,564  1,563  1,371 

Pernambuco 3>^5l  3,649  3,68 1  4,061 

Buenos  Aires 5,824  5,822  5,854  6,625           6,281              6,504 

THE  HARBOR 

Boston  Harbor,  proper,  comprises  an  area  of  about  forty- 
seven  square  miles,  exclusive  of  the  islands.  Entrance  to  the 
harbor  from  the  outer  bay  is  about  four  and  three-quarter 
miles  wide;  and  the  distance  from  that  point  to  the  Charles- 
town  Navy  Yard,  at  the  upper  end  of  the  harbor,  is  about 
seven  and  one-half  miles.  A  thirty-five  foot  channel  extends 
the  entire  length  of  the  harbor. 

In  the  outer  harbor,  there  are  three  main  channels  from 
the  sea  to  President  Roads,  a  deepwater  anchorage.  The 
main  ship  channel  of  the  inner  harbor  has  a  depth  of  thirty-five 
feet  at  mean  low  water  and  a  width  of  twelve  hundred  feet. 

CHANNELS 

The  three  main  channels  of  the  outer  harbor  are  the 
Broad  Sound  South  Channel,  extending  from  Broad  Sound  to 
President  Roads,  thirty  feet  deep  and  twelve  hundred  feet 
wide.  Broad  Sound  North  Channel,  thirty-five  feet  deep  and 
fifteen  hundred  feet  wide,  and  the  Narrows,  a  channel  leading 
into  Boston  Harbor  from  the  southeast,  twenty-seven  feet 
deep  and  one  thousand  feet  wide. 

Of  the  inner  harbor,  Mystic  River  enters  the  northern 
end  of  the  harbor  and  has  an  improved  channel  varying  from 

15 


five  hundred  to  nine  hundred  feet  in  width,  thirty  feet  deep, 
and  extending  for  a  distance  of  approximately,  one  and  one- 
half  miles. 

Chelsea  Creek  Channel  is  twenty-five  feet  deep,  one 
hundred  and  fifty  feet  wide,  and  about  one  mile  long. 

ADMINISTRATION  OF  THE  PORT 

Previous  to  191 1,  administration  of  the  Port  of  Boston  was 
under  control  of  the  Harbor  and  Land  Commission,  a  State 
Board  with  jurisdiction  over  all  state  lands  and  the  rivers  and 
harbor  tidewaters  and  foreshores  within  the  Commonwealth. 
As  result  of  a  vigorous  campaign  for  Port  development,  which 
was  begun  in  1907,  there  was  established  in  191 1  a  new  policy 
of  port  administration.  At  that  time  a  Board  was  created 
known  as  "The  Directors  of  the  Port  of  Boston."  This 
Board  embraced  three  members  and  was  given  control  of 
administration  and  development  of  the  Port.  A  state  appro- 
priation of  $9,000,000  was  made  and  the  development  of  Port 
facilities  was  pushed  forward  with  vigor. 

Five  years  later,  in  1916,  the  Directors  of  the  Port,  and 
the  Harbor  and  Land  Commission  were  merged  into  one  body 
known  as  "The  Commission  on  Waterways  and  Public  Lands." 
The  Commission  had  authority  similar  to  that  of  the  old 
Harbor  and  Land  Commission,  and  in  addition,  was  given 
specific  authority  with  regard  to  Port  development  at  Boston. 

On  a  recent  re-adjustment  of  state  departments,  with  a 
view  to  effecting  economy  of  administration,  the  Commission 
on  Waterways  and  Public  Lands  was  abolished  and  manage- 
ment of  the  Port  of  Boston  was  placed  in  charge  of  the  Water- 
ways Division  of  the  new  State  Department  of  Public  Works. 
The  efforts  made  by  the  State  of  Massachusetts  for  Port 
development  at  Boston  have  been  supplemented  for  more  than 
one  hundred  years  by  assistance  from  the  Federal  Govern- 
ment. There  have  been  expended  by  the  Federal  Government 
for  improvement\of  Boston  Harbor  from  1790  to  June  30,  1918 
$12,525,981. 

16 


In  considering  the  expenditure  by  the  Federal  Govern- 
ment, reference  should  be  made  to  the  construction  of  the 
Army  Supply  Base,  an  important  addition  to  the  equipment 
of  the  Port,  at  South  Boston,  built  by  the  Government  during 
the  War  at  a  cost  of  $26,000,000.  The  total  of  expenditures 
by  the  State  of  Massachusetts  upon  the  Harbor  and  Port  of 
Boston  since  1859,  has  been  $18,364,947. 

OWNERSHIP  OF  WATERFRONT 

Up  to  1865,  practically  all  the  wharves  and  terminals  in 
Boston  Harbor  were  owned  and  operated  by  private  companies. 
Of  the  total  water  frontage  of  the  Port,  the  Commonwealth  of 
Massachusetts  owns  over  twelve  hundred  acres  of  land  in  and 
about  the  harbor  and  having  a  frontage  of  about  three  thousand 
feet  located  on  the  main  ship  channel.  These  holdings  of  the 
state  in  waterfront  lands  are  valued  at  more  than  $10,000,000. 

The  Army  Supply  Base  at  South  Boston,  the  property  of 
the  Federal  Government,  occupies  a  frontage  of  five  thousand 
four  hundred  and  seventy-four  feet,  of  which  four  thousand 
one  hundred  and  fifty-one  feet  are  on  the  Reserve  Channel,  and 
one  thousand  and  twenty-five  feet  on  the  slip  adjoining  the 
United  States  Navy  Dry  Dock. 

Aside  from  the  State  and  Federal  Governments,  the 
Boston  &  Maine  Railroad  is  the  largest  owner  of  water- 
front property  in  the  Port  of  Boston.  It  occupies  practically 
all  of  the  deep  water-front  of  the  Charlestown  peninsula,  with 
the  exception  of  the  United  States  Navy  Yard. 

The  United  States  Navy  Yard  fronts  on  deep  water  at 
the  confluence  of  the  Charles  and  Mystic  Rivers. 

The  Boston  &  Albany  Railroad  has  five  piers  in  East 
Boston,  connected  with  the  mainland  by  the  Grand  Junction 
Railroad  which  runs  through  East  Boston,  Chelsea,  Everett, 
Somerville,  Cambridge  and  Allston. 

All  three  of  the  railroads  mentioned  above  acquired  their 
dock  and  terminal  holdings  between  the  years  1865  and  1887. 

17 


The  remainder  of  the  water-front  of  the  Port  is  owned  by 
various  coastwise  steamship  companies,  or  by  private  dock 
warehouse  and  pier  companies. 

TERMINALS 

There  are  three  physically  distinct  Ports  within  the  confines 
of  Boston  Harbor,  each  served  by  an  important  railroad 
system. 

The  freight  terminals  of  the  Boston  &  Maine  Railroad, 
the  largest  terminal  property  on  the  harbor  front,  are  at  the 
north  of  the  Charles  River,  Charlestown,  East  Somerville  and 
Cambridge.  The  principal  overseas  terminals  reached  by 
this  railroad  are  the  Hoosac  Tunnel  docks  and  Mystic  wharf. 
An  important  part  of  the  equipment  of  the  Hoosac  Tunnel 
docks  is  the  huge  grain  elevator  with  a  capacity  of  one  million 
bushels.  A  grain  elevator  of  four  hundred  and  twenty  thous- 
and bushels  capacity  serves  at  Mystic  wharf. 

Terminals  of  the  Boston  &  Albany  Railroad  are  at  East 
Boston  and  give  direct  communication  with  the  Grand  Junc- 
tion Wharves  and  with  Commonwealth  Pier  No.  I.  Included 
in  their  equipment  is  a  grain  elevator  with  a  capacity  of  one 
million  bushels. 

The  freight  terminals  of  the  New  York,  New  Haven  and 
Hartford  Railroad  are  at  South  Boston,  and  afford  direct 
service  to  and  from  its  own  piers,  to  the  Commonwealth  Pier 
No.  5  and  to  the  Army  Supply  Base. 

Interchange  of  freight  between  the  various  terminals  is 
facilitated  by  the  operation  of  the  Union  Freight  Railroad, 
with  tracks  on  the  water-front  streets  of  the  city. 

DRY  DOCKS 

There  are  six  graving  docks  and  one  floating  dock  in- 
cluded in  the  port  equipment.  Supplementing  these  docks 
are  eight  marine  railways. 

The  Boston  Navy  Yard  Dock  No.  3  is  capable  of  docking 
the  largest  vessels  in  the  world.     It  has  a  length  of  one  thous- 


and  two  hundred  and  four  feet,  a  bottom  width  of  one  hundred 
and  fifteen  feet,  and  a  depth  on  the  sill  at  mean  high-water  of 
forty-three  feet,  ten  inches.  This  dock  was  originally  con- 
structed by  the  State  of  Massachusetts  and  was  sold  to  the 
Federal  Government  in  July,  1919,  together  with  an  additional 
parcel  of  land  adjoining  the  dock.  The  price  paid  by  the 
Federal  Government  was  #4,158,385.  It  was  in  this  dock 
that  the  "Majestic,"  of  the  White  Star  Line,  the  world's 
largest  steamship,  was  recently  docked.  It  was  the  only  dock 
of  its  type  capable  of  holding  this  monster  ship,  which  is 
nine  hundred  and  fifty-six  feet  long  and  sixty-four  thousand 
tonnage. 

FEDERAL  AND  STATE  PIERS 

The  construction  of  the  Commonwealth  Pier  by  the 
State  of  Massachusetts,  and  the  Army  Supply  Base  by  the 
Federal  Government,  has  largely  increased  the  facilities  of  the 
Port  for  maritime  trade. 


COMMONWEALTH  PIER  NO.  1 

This  pier  is  a  part  of  the  more  recent  development  under- 
taken by  the  State.  It  serves  as  a  terminal  for  both  freight 
and  passenger  business.  The  pier,  when  completed,  will  have 
a  length  of  eight  hundred  and  forty  feet;  the  part  already 
constructed  is  four  hundred  and  twenty  feet  long  and  one 
hundred  and  fifty  feet  wide. 

COMMONWEALTH  PIER  NO.  5 

Commonwealth  Pier  No.  5  is  a  modern  structure,  com- 
pleted in  191 3,  and  having  berthing  space  sufficient  for  five  or 
more  ocean  steamships.  It  has  a  frontage  of  four  hundred 
feet  on  the  main  ship  channel,  with  two  slips,  each  two  hundred 
feet  long,  with  forty  feet  of  water  throughout  their  length. 

*9 


This  pier  is  in  the  heart  of  Boston's  wool  district,  the  greatest 
wool  market  in  the  world,  and  is  served  by  the  New  York, 
New  Haven  &  Hartford  Railroad. 

THE  ARMY  SUPPLY  BASE 

The  construction  of  the  Army  Supply  Base  was  of  im- 
portance as  an  addition  to  the  existing  railway  terminals  and 
the  Commonwealth  Pier  properties  at  South  Boston  and  East 
Boston.  It  gives  to  Boston  harbor  modern  facilities  for 
loading  and  unloading  forty-one  large  ocean-going  ships  at  one 
time. 

The  pier  shed  provides  nine  hundred  and  fifty  lineal  feet 
of  berthing  space  on  either  side  and  three  hundred  feet  along 
its  face.  This  berthing  space  has  a  present  depth  of  thirty 
feet  at  mean  low  water,  and  will  eventually  be  increased  to 
thirty-five  feet.  The  pier  shed  embraces  two  buildings,  each 
of  about  nine  hundred  and  twenty-four  feet  long,  one  hun- 
dred feet  wide  and  three  stories  high,  with  a  total  floor  area  of 
five  hundred  and  eighty  thousand  square  feet,  or  more  than 
thirteen  acres. 

The  storehouse,  which  adjoins  the  wharf  and  pier  sheds, 
is  one  of  the  largest  buildings  of  its  kind  in  the  world.  It  is 
built  of  reinforced  concrete,  eight  stories  high,  one  hundred 
and  twenty-six  feet  wide,  and  one  thousand  six  hundred  and 
thirty-eight  feet  long,  and  has  a  total  floor  area  of  over 
one  million  six  hundred  and  fifty  thousand  square  feet,  or 
nearly  forty  acres.  Its  equipment  includes  twenty-four  freight 
elevators,  each  with  a  capacity  of  ten  thousand  pounds,  and 
operating  at  a  speed  of  one  hundred  and  fifty  feet  per  minute. 

FISH  PIER 

Boston's  leading  position  as  a  great  fish  market  makes  it 
quite  natural  that  it  should  have  at  its  disposal  the  finest  fish 
pier  in  the  world  in  point  of  adaptability  and  service.  This 
pier  was  built  by  the  Commonwealth  exclusively  for  the  fish 

20 


THE  CHIEF   BUILDINGS   OF  THE  U.   S.   ARMY    BASE,   SOUTH   BOSTON 


U.  S.   NAVY   DEPARTMENT   DRY   DOCK   NO.   3,   SOUTH   BOSTON 


COMMONWEALTH    PIER   NO.   5,   SOUTH    BOSTON 


S.  S.   MAJESTIC  OF  THE  WHITE  STAR   LINE 


business.     It  provides   docking  berth  for  forty  vessels,   and 
over  eighty  vessels  can  unload  at  one  time. 

PORT  REGULATIONS 

General  Regulations :  Vessels  may  enter  harbor  and  anchor 
at  quarantine  at  any  time. 

Vessels  may  clear  between  9.00  a.m.  and  4.00  p.m.,  except 
Saturdays,  then  until  1.00  p.m. 

Clearances  are  effected  through  agents,  by  the  Maritime  De- 
partment Customs  Service. 

There  are  no  harbor  dues  at  this  Port. 

No  harbor  dues  are  charged,  and  on  overseas  freight, 
wherein  the  railroads  obtain  a  rail  haul,  wharfage  is  provided 
free.  Local  shipments  pay  moderate  wharfage  charges.  This 
free  wharfage  brings  vast  quantities  of  exports  from  western 
points,  and  also,  imports  destined  for  the  interior. 

VESSEL  DEMURRAGE 

In  the  coastwise  trade  the  usual  charge  is  twenty-five 
cents  per  ton  per  day  on  steamers,  based  upon  the  coal-carrying 
capacity  of  the  vessel.  On  steamers  with  a  capacity  not 
exceeding  thirty-one  hundred  tons,  three  days  are  allowed  for 
loading  and  discharging,  and  on  vessels  over  thirty-one  hun- 
dred tons,  four  days  are  allowed.  This  refers  entirely  to  coal 
cargoes.  On  general  cargo,  the  charge  depends  upon  the 
contract  between  the  charterers  and  the  owners.  On  coal 
barges,  the  demurrage  is  ten  cents  per  ton  per  day.  On 
barges  up  to  fifteen  hundred  tons'  carrying  capacity,  four 
days  are  allowed  for  loading  and  discharging  cargoes;  from 
fifteen  hundred  to  twenty-five  hundred  tons,  six  days  are 
allowed. 

TONNAGE  DUES 

A  duty  or  tax  of  two  cents  per  net  ton,  is  imposed  on  all 
vessels  at  each  entry  into  a  United  States  port  from  a  foreign 
port  or  place  in: 

23 


North  America.  Bahama  Islands. 

Central  America.  Bermuda  Islands. 

West  India  Island.  Newfoundland. 

Coast  of  South  America,  bordering  on  the  Caribbean  Sea 
above  and  including  the  mouth  of  the  Orinoco  River. 

This  tax  is  not  to  exceed,  in  the  aggregate,  ten  cents  per 
net  ton  in  any  one  year. 

A  tonnage  tax  of  six  cents  per  net  ton  is  imposed  at  each 
entry  on  all  vessels  which  shall  be  entered  in  any  port  of  the 
United  States  from  any  other  foreign  port  or  place.  This  tax 
is  not  to  exceed  thirty  cents  per  ton  per  annum. 

FEES  FOR  ENTRY  AND  CLEARANCE  OF  VESSELS 
AT  THE  CUSTOM  HOUSE 

Foreign 
Entering  Fees: 

Survey  (ioo  tons  or  over,  dutiable  cargo) $3.00 

Survey  (under  100  tons,  dutiable  cargo) 1.50 

Survey  (if  in  ballast  or  with  non-dutiable  cargo) ,6y 

Entry  (100  tons  or  over) 2.50 

Entry  (under  100  tons) 1.50 

Certificate  of  payment,  Tonnage  Tax  Foreign  Vessels .  .  .  .20 

Clearing  Fees: 

Clearance  (100  tons  or  over) $2.50 

Clearance  (under  100  tons) 1.50 

Certificate  Shipping  Articles  (American  Vessels) .20 

Coastwise 
Entering  or  Clearing  Foreign  Vessels $2.00 

PILOTAGE 

Pilotage  into  Boston  for  vessels  engaged  in  foreign  trade, 
with  few  exceptions,  is  compulsory.  It  is  not  compulsory  for 
vessels  in  the  coastwise  trade.     Pilots  cruise  in  pilot  boats 

24 


which  are  designated  by  numbers  painted  in  black  figures  four 
feet  high.  The  outer  boat  usually  cruises  outside  The  Graves 
and  the  inner  one,  inside.  The  rates  for  pilotage  into  Boston 
harbor  are  as  follows : 

Net  Tonnage  Rate  per  Foot  of  Draft 

Under  501  tons $3.00 

501  to  1,000  tons,  inclusive 3.50 

1,001  to  1,500  tons,  inclusive 4.00 

1,501  to  2,000  tons,  inclusive 4.50 

Over  2,000  tons 5.00 

PORT  OFFICIALS 
W.  W.  Lufkin,  Collector. 
Eli  Perry,  Special  Deputy  Collector. 
Hugh  Hamill,  Deputy  Collector,  Inward  Foreign  Division. 
Chas.  F.  Gilman,  Deputy  Collector,  Warehouse  Division. 
Wallace  Darling,  Deputy  Collector,  Pass.  Baggage  Ejf  Mail  Div. 
S.  J.  Devlin,  Deputy  Collector,  Marine  Division. 
R.  G.  Frye,  Deputy  Collector,  Drawback  &  Liquidation  Division. 
Herman  Hormel,  Surveyor  of  the  Port. 
M.  B.  Mann,  Special  Deputy  Surveyor. 
J.  W.  McGrath,  Deputy  Surveyor. 
Wm.  C.  Earle,  Deputy  Surveyor. 

The  above  officials  are  to  be  found  at  the  U.  S.  Custom  House. 

The  Custom  House  is  open  from  9.00  to  4.30  daily, 
except  Saturday.  Saturday  from  9.00  to  12.00.  Marine 
Division  from  9.00  to  1.00.  Duties  must  be  paid  before  3.00 
p.m.,  and  on  Saturday  before  12.00  noon. 

U.  S.  Immigration  Office.  Office  and  Station,  287 
Marginal  Street,  East  Boston.  Telephone:  East  Boston  2297 
and  246. 

25 


FOREIGN  CONSULS  IN  BOSTON 

ARGENTINA.     Manuel  G.  Durand,  Consul. 
93  Federal  St.     Main  6768. 
Office  hours:    10  to  4.     Sat.  10  to  12. 

AUSTRIA.     Care  Consul  General,  New  York. 

BELGIUM.     Thomas  H.  Robbins,  Consul. 
16  Central  St.     Congress  7183. 
Office  hours:   10  to  4.     Sat.  10  to  12. 

BOLIVIA.     Arthur  P.  Cushing,  Consul. 
101  Tremont  St.     Main  3367. 

BRAZIL.    Jaime  McKay  D'Almeida,  Vice-Consul. 
244  Washington  St.     Congress  4783. 
Office  hours:   10  to  3.     Sat.  10  to  12. 

Pedro  Mackay  D'Almeida,  Com' I  Agent. 
244  Washington  St.     Congress  4783. 

CHILE.    Hernan  Besa,  Consul. 

722  Commonwealth  Ave.     Copley  1189-M. 
Office  hours:  9  to  5.     Sat.  9  to  12. 

COLOMBIA.     Enrique  Naranjo,  Consul. 

92  University  Road,  Brookline      Brookline 

6162-M. 
Office  hours:  9  to  5. 

Arthur  P.  Cushing,  Vice-Consul. 
101  Tremont  St.     Main  3367. 

COSTA  RICA.     Mario  Sancho,  Consul. 
10  High  St.     Congress  6742. 
Office  hours:  9  to  4.     Sat.  9  to  12. 

CUBA.     Dr.  Frederico  Sanchez  Guerra,  Consul. 
114  State  St.     Congress  6273. 
Office  hours:  10  to  3.     Sat.  10  to  12. 

DENMARK.    James  J.  Kelly,  Acting  Consul. 
131  State  St.     Main  1796. 
Office  hours:   10  to  4.     Sat.  9  to  12. 

26 


Foreign  Consuls   {Continued) 

DOMINICAN  REPUBLIC.     Arthur  C.  Granville,  Consul. 
'131  Warren  St.,  Arlington.     Arlington  2008-M. 

ECUADOR.     Max  Otto  von  Klock,  Acting  Consul. 
143  Federal  St.     Main  2973. 
Office  hours:  9  to  4.     Sat.  9  to  12. 

FINLAND.     John  Alfred  Anderson,  Vice-Consul. 
101  Tremont  St.     Congress  2912. 
Office  hours:  Sat.  1  to  5.     Other  times  by  appointment. 

FRANCE.    J.  C.  Joseph  Flamand,  Consular  Agent. 
161  Devonshire  St.     Congress  3022. 
Office  hours:   10  to  3.     Sat.  10  to  12. 

GERMANY.     B.  F.  von  Scholley,  Consul. 
53  State  St.  (Room  441).     Main  593. 
Office  hours:    10  to  12.     1  to  4.     Sat.  10  to  12. 

GREAT  BRITAIN.     Edward  F.  Gray,  Consul  General. 
A.  H.  Marlow,  Vice-Consul. 
James  A.  Brannen,  Vice-Consul. 
150  State  St.     Richmond  304. 
Office  hours:   10  to  3.     Sat.  10  to  12. 

GREECE.     Theodore  G.  Papayannopoulos,  Consul. 
636  Beacon  St.     Back  Bay  10807. 
Office  hours:   10  to  4.     Sat.  10  to  12. 

GUATEMALA.     William  A.  Mosman,  Consul  General. 
85  Water  St.     Main  1873. 
Office  hours:   10  to  3.     Sat.  10  to  1. 

HAYTI.     B.  Preston  Clark,  Consul. 
55  Kilby  St.     Main  5961. 
Office  hours:  9  to  5.     Sat.  9  to  1. 

HONDURAS.     Albert  Propper,  Consul. 
40  Court  St.     Main  100. 
Office  hours:  9  to  5.     Sat.  9  to  1. 

27 


Foreign  Consuls  {Continued) 
HUNGARY.     Care  of  Swedish  Consul. 

ITALY.    Agostino  Ferrante,  Consul. 
Silvio  Vitale,  Vice-Consul. 

142  Berkeley  St.     B.  B.  9499. 
Office  hours:    10  to  3.     Sat.  10  to  12. 

JAPAN.     Care  of  Japanese  Consulate  General,  165  Broadway, 
New  York. 

LUXEMBOURG.     Care  of  Belgian  Consul,  26  Central  St. 

MEXICO.    J.  A.  Saenz,  Vice-Consul. 
131  State  St.     Main  3668. 

MONACO.     Charles  F.  Flamand,  Consul. 
161  Devonshire  St.     Congress  3022. 
Office  hours:  10  to  3.     Sat.  10  to  12. 

NETHERLANDS.    J.  H.  Reurs,  Acting  Consul. 
89  State  St.     Congress  2230-2231. 
Office  hours:  9  to  5.     Sat.  9  to  12. 

NICARAGUA.     David  Sequeira,  Consul. 
12  Huntington  Ave. 

NORWAY.     Care  of  Swedish  Vice-Consul. 
18  Tremont  St. 

PANAMA.     Melvin  Maynard  Johnson,  Consul. 
89  State  St.     Main  4071. 
Office  hours:   10  to  4.30. 

Alfred  H.  Shrigley,  Vice-Consul. 
73  Tremont  St.     Haymarket  503. 

PERU.     Alejandro  G.  Riveros,  Consul. 

143  Federal  St.     Main  2973. 
Office  hours:  9  to  5.     Sat.  9  to  12. 

PORTUGAL.     Eduardo  de  Carvalho,  Consul. 
Camillo  Camara,  Vice-Consul. 
220  Devonshire  St.     Main  995. 
Office  hours:   10  to  4. 

28 


Foreign  Consuls   {Continued) 

*RUSSIA.    Joseph  A.  Conry,  Consul. 
i  Beacon  St.     Haymarket  606. 

SPAIN.     Pedro  Mackay  D'Almeida,  Vice-Consul. 
244  Washington  St.     Congress  4783. 
Office  hours:    10  to  3.     Sat.  10  to  1. 

SWEDEN.     Carl  W.  Johansson,  Vice-Consul. 
18  Tremont  St.     Congress  1 850-1 851. 
Office  hours:   10  to  3.     Sat.  10  to  12. 

SWITZERLAND.     Georges  H.  Barrel,  Consular  Agent. 
88  Broad  St.     Congress  1908. 
Office  hours:   10  to  12. 

TURKEY.     H.  Kazaz,  Attache,  care  of  Spanish  Consulate. 
244  Washington  St. 
Office  hours:   10  to  3.     Sat.  10  to  1. 

URUGUAY.     William  A.  Mosman,  Consul. 
85  Water  St.     Main  1873. 
Office  hours:   10  to  3.     Sat.  10  to  1. 

VENEZUELA.     Dr.  Ernesto  Hurtado,  Consul. 
1202  Commonwealth  Ave. 
Office  hours:    10  to  12. 


<#> 


*  The  Soviet  Government  has  not  been  recognized  by  the  government  of  the 
United  States. 

29 


Value  of  Imports  and  Exports  of  Merchandise 
at  the  Port  of  Boston 


Fiscal  Years 


Value  of 
Imports 


860 $39,333,684 

870 47,484,060 

880 68,503,136 

881 61,960,103 

882 69,594,057 

883 72,552,075 

884 65,865,551 

885 53,445,929 

886 58,430,707 

887 61,018,330 

888 63,897,778 

889 66,731,023 

890 62,876,666 

891 71,212,614 

892 71,780,489 

893 79,357,654 

894 503309,331 

895 66,889,118 

896 79>I79>864 

897 9°>l7i>3l9 

898 5X,475,°99 

899 52,057,960 

900 72,195,939 

9°r 61,452,370 

9°2 7I>92I>436 

903 86,310,586 

9°4 80,657,697 

905 100,317,881 

906 106,442,077 

907 124,432,977 

908 93,678,716 

9°9 "2,472,595 

910 129,006,184 

9" 116,597,440 

912 129,293,016 

9J3 146,599,451 

9H 159,915,970 

9*5- •■ I52,653,79i 

916 210,900,243 

9*7 217,905,287 

918 248,927,021 


Value  of 
Exports 

$  1 2,747,794 
12,012,965 
59,237,831 

73,433,677 
62,471,426 

62,356,749 
63,497,829 
62,000,103 
54,099,505 
59,001,505 

56,457,384 
66,835,595 
71,202,944 

77,020,081 

87^75,636 
85,460,422 
83,972,460 
85,505,J96 
95,851,004 
100,857,281 

"7,531,903 
128,037,149 

"2,195,555 

143,708,232 

102,404,304 

88,126,444 

89,845,772 
87,804,492 

98,739,647 

100,872,147 

96,051,068 

76,i57,558 
70,516,789 

71,534,082 
69,692,171 

69,552,657 
65,715,181 

107,475,677 
I3I,299,946 
225,578,485 
205,132,428 


Value  of 

Imports  and 

Exports 

$52,081,478 

59,497,025 
127,740,967 

i35,393,78o 
132,065,483 
134,908,824 
129,363,380 
115,446,032 
112,530,212 
120,019,835 
120,355,162 
I33,566,6i8 
I34,o79,6io 

148,232,695 
158,956,125 
164,818,076 
134,281,791 
I52,394,3I4 
175,030,868 
191,035,600 
169,007,002 
180,095,109 

184,391,494 

205,160,602 

1 74,325,740 
174,437,030 
170,503,469 
188,122,373 
205,181,724 
225,305,124 
1 89,729,784 

188,630,153 

199,522,973 

188,131,522 

198,985,187 

216,152,108 

225,631,151 

260,129,468 
342,200,189 
443,483,772 
454,059,449 


30 


BOSTON   AND   MAINE   RAILROAD,       MYSTIC"   DOCKS,   CHARLESTOWN 


BOSTON    AND    MAINE    RAILROAD    DOCKS,    CHARLESTOWN 
FURNESS   LINE  AND   OCEAN   S.    S.    LINE 


A  VIEW  OF  BOSTON   HARBOR  FROM  THE  CUSTOM   HOUSE 
EAST  BOSTON   IN  THE  DISTANCE 


A   VIEW   FROM   THE   CUSTOM    HOUSE 
SOUTH   BOSTON    IN  THE  DISTANCE 


THE  NEW  COMMONWEALTH    FISH    PIER,   SOUTH   BOSTON 


BOSTON   (COMMONWEALTH)    FISH    PIER   FROM  THE  HARBOR 


Value  of  Imports  and  Exports  (Continued) 

Value  of  Value  of  Value  of 

Fiscal  Years  Imports  Exports  Imports  and 

Exports 

*I9!9 299,364,999  334,487,031  633,852,030 

1920 392,752,807  192,802,178  585,554,985 

1921 164,922,499  60,250,954  225,173,453 

1922 237,587,266  5°»558>55°  288,145,816 

For  fiscal  years  ending  June  30.  Commencing  July  1,  1913,  the  Port  of  Boston 
includes  sub-ports  of  Salem,  New  Bedford,  Fall  River,  Plymouth,  Gloucester,  Vineyard 
Haven,  Barnstable  and  Provincetown,  under  the  heading  "District  of  Massachusetts." 

*  Since  191 8  the  Department  of  Commerce  has  compiled  figures  of  foreign  trade 
on  the  basis  of  calendar  years. 

Arrivals  of  Passengers  at  Principal  Atlantic 
Ports  from  Foreign  Countries 

Boston,  Massachusetts 

United  Non- 
States  immigrant 
Fiscal  Years                  Citizens  Aliens  Immigrants  Total 
Returning 

1907 12,420  12,558  70,164  95,i42 

191 1 11,019  8,428  45,865  65,307 

1914 14,816  11,085  6g,36c;  95,2.96 

1917 790  528  11,828  13,146 

1922 2,675  838  4,924       8,437 

New  York,  New  York 

1907 146,747   I][I>539   1,004,756  1,263,042 

1911 182,724   100,059    637,003  9X9>786 

1914 168,912   114,521    878,052  1,161,485 

1917 39,958    29,100    129,446  I98>5°4 

1922 162,389    65,962    209,778  438,129 

Philadelphia 

1907 3,258     1,008  30,501  34,767 

191 1 3,527     W1  45,023  49>82i 

1914 3,1 14     2,672  5M57  62,643 

1917 125       42  274  441 

1922 588      275  3,257  4,070 

Baltimore      , 

1907 1,514            1,074  66,910  69,498 

191 1 1,290               593  22,866  24,749 

1914 1,071               956  39P48  4W5 

1917 47                25  231  303 

1922 117                60  163  34° 

35 


Value  of  Imports  and  Exports  of  Merchandise 
at  Leading  United  States  Ports  by  Decades 


Average 

Per 

Average 

Per 

Annual 

Cent 

Annual 

Cent 

Fiscal 

Value 

of 

Value 

of 

Years 

Ports 

of 

United 

of 

United 

Imports 

States 

Exports 

States 

[  Boston  .... 

.         68,463,638 

9.0 

97,360,668 

9-7 

New  York .  . 

•      49°>I  42,93  2 

64.2 

397,29x,5io 

38.8 

189I- 

New  Orleans 

16,207,859 

2.1 

96,730,005 

9-5 

I9OO 

Baltimore.  . 

13,630,713 

i-7 

86,898,808 

8-4 

Philadelphia 

50,450,865 

6.4 

49,963,545 

4-7 

Galveston .  . 

1,080,312 

O.I 

51,069,128 

4-7 

f  Boston  .... 

96,669,251 

8-3 

95,422,645 

5.8 

New  York  . 

697,726,032 

60.5 

575,271,730 

35-5 

I9OI- 

New  Orleans 

37,079,867 

3-i 

150,172,374 

9-3 

I9IO 

Philadelphia 

64,125,104 

5-5 

81,215,180 

5.0 

Baltimore.  . 

26,231,394 

2.2 

90,218,198 

S.G 

Galveston .  . 

3,385,920 

0.2 

150,182,062 

9-3 

Boston  .... 

141,011,934 

8.2 

76,793,953 

3-2 

New  York  .  . 

975,403,845 

57.0 

916,114,901 

38.6 

I9II- 

New  Orleans 

78,667,861 

4.6 

1 79,037,920 

7.6 

1915 

Philadelphia 

86,261,089 

5.0 

74,238,086 

3-r 

Baltimore.  . 

30,196,087 

1.8 

107,094,978 

4-5 

Galveston.  . 

7,610,809 

0.4 

241,253,688 

10. 1 

r  Boston  .... 

275,921,863 

8-5 

221,846,957 

3-5 

New  York  .  . 

1,623,890,261 

50.3  • 

1,916,968,949 

45-7 

I916- 

New  Orleans 

.     119,848,316 

3-7 

395,249,377 

6.2 

I920 

Baltimore.  . 

38,785,438 

1.2 

308,756,663 

4.8 

Philadelphia . 

132,350,582 

4.1 

407,738,814 

6.4 

Galveston .  . 

14,223,689 

4.4 

311,984,581 

4.9 

221,865,187 

6.0 

1 22,740,620 

1.9 

New  York .  . . 

1,920,662,644 

52.5  : 

^,545,015,37! 

39-° 

1921 

New  Orleans 

190,950,076 

5-2 

614,206,827 

9.4 

Baltimore.  .  . 

61,485,414 

1.6 

306,178,352 

47 

Philadelphia . 

205,892,404 

5.6 

322,296,316 

5.0 

Galveston .  .  . 

26,666,409 

0.72 

550,032,922 

8.4 

36 


Value  of  Imports  and  Exports  of  Merchandise 
at  Leading  United  States  Ports  by  Decades  {Continued) 


Average 

Per 

Average 

Per 

Annual 

Cent 

Annual 

Cent 

Fiscal 

Value 

of 

Value 

of 

Years 

Ports 

of 

United 

of 

United 

Imports 

States 

Exports 

States 

Boston  .  .  . 

•  •  •  •       163,075,778 

6.25 

50,295,797 

i-33 

New  York , 

1,365,484,094 

52.35      I 

,3I7,440,8l6 

34-95 

New  Orleans ..  .      104,056,671 

3-99 

365,116,311 

9.68 

IQ22 

Baltimore . 

41,346,335 

1.58 

123,243,840 

3.27 

Philadelphia.  . .      120,291,347 

4.6 

II7,835,H7 

3.12 

L  Galveston . 

18,943,620 

0.72 

402,337,575 

10.66 

Average            Per 

Average 

Per 

Annual           Cent 

Annual 

Cent 

Fiscal 

Value  of            of 

Value  of 

of 

Years 

Ports 

Imports         United 

Years 

Imports 

United 

and  Exports       States 

and  Imports 

States 

[  Boston. 

165,824,306     9.3 

497,768,820 

5.2 

New  York  .  . 

887,434,442  49-6 

4,540,859,210 

47.2 

189I- 

New  Orleans 

112,937,864    6.3 

I916- 

535,097,694 

5-5 

I9OO 

Baltimore .  .  . 

100,529,521     5.7 

1920 

347,595,101 

3-6 

Philadelphia . 

100,414,410    5.6 

540,089,396 

5-6 

Galveston .  .  . 

52,149,440    2.8 

326,208,271 

3-4 

Boston 

192,091,896    7.0 

344,605,807 

3-4 

New  York  .  .  . 

1,272,997,762  45.9 

4,465,678,015 

43-9 

I9OI- 

New  Orleans 

187,252,261     6.8 

. 

805,156,903 

7-9 

I9IO 

Philadelphia . 

■      145,340,284    5.2 

1921 

528,188,720 

5.2 

Baltimore.  .  . 

116,449,592    4.2 

3j6,663,y66 

3-6 

Galveston .  .  . 

153,567,982    5-4 

576,699,331 

.5.6 

Boston 

217,805,887    5.3 

213,372,575 

3-34 

New  York  .  . 

1,891,518,746  46.3 

2,682,924,910 

45-9 

I9II- 

New  Orleans 

257,705,78i     6.3 

469,172,982 

7-35 

I915 

Philadelphia. 

160,499,175    3.9 

I922 

238,026,464 

3-73 

Baltimore.  .  . 

137,291,065    3.4 

164,590,175 

2.58 

G 

alveston .  .  . 

248,864,497    6.1 

421,281,195 

6.6 

31 


Value  of  Selected  Imports  and  Exports 
at  Boston 

Imports  Years  Ending  June  30,  1914  and  June  30,  1922 

Hides  and  Skins $24,266,000  $12,655,000 

Cotton 1 1,483,000  27,039,000 

Wool 31,556,000  26,569,000 

Fibre 14,349,000  4,562,000 

Fibre  Manufacture 9,444,000  7,816,000 

Sugar,  Cane  and  Molasses 7,001,000  12,380,000 

Total  of  all 159,915,000  162,151,000 


Exports  Years  Ending  June  30,  1914  and  June  30,  1922 

Meat  Products $17,144,000  $9,539,ooo 

Cotton 6,573,000  3>539>o°o 

Breadstuff's 5,686,000  1,398,000 

Iron  and  Steel  Manufacturers ... .  4,828,000  6,169,000 

Cotton  Manufactures 4,545,000  2,750,000 

Total  of  all 65,715,000  50,602,000 


Average  Value  of  Foreign  Trade  for  Ten  Years  1891-1900 
Compared  with  Trade  for  Year  Ending  June  30,  1922 

Imports  Exports 

Year  ending  Year  ending 

1891-1900       June  30,   1922  1891-1900       June  30,  1922 

Boston $68,463,838         $163,075,778  $97,360,668          $50,296,797 

New  York 490,142,932        1,365,484,094  397,291,510       1,317,440,816 

New  Orleans 16,207,859           104,056,671  96,730,005          365,116,311 

Baltimore 13,630,713             41,346,335  86,898,808          123,243,840 

Philadelphia 50,450,865           120,191,347  49,963,545          117,835,117 

Galveston 1,080,312             18,943,620  51,069,128         402,337,575 

Total 

Year  ending 

1891-1900  June  30,  1922 

Boston $165,824,306  $213,372,575 

New  York 887,434,442  2,082,924,910 

New  Orleans 112,937,864  469,172,982 

Baltimore 100,529,521  164,590,175 

Philadelphia 100,414,410  238,026,465 

Galveston 52,149,440  421,281,194 

38 


Foreign  Overseas  Traffic,  Principal  United  States 
Ports,  Cargoes  Loaded  and  Discharged 

Fiscal  Year  Ending  June  30,  1922* 

Rank                                                   Total          Rank     Outbound  Rank  Inbound 

in                     Port                       Cargoes          in          Loaded  in  Cargoe 

U.    S.                                            Long  tons      U.  S.     Long  tons  U.  S.  Long  tons 

1  New  York 19,000,541             1        9,263,471  1  9,737,070 

2  New  Orleans 7,260,497            2        4,063,337  3  3,197,160 

3  Baltimore 5,194,615             3         2,846,968  5  2,347,647 

4  Philadelphia 5,148,280             4         2,477,795  4  2,670,485 

5  Port  Arthur 4>795>339            8         *>453>932  2  3,341,407 

6  Galveston 3,790,818             5        2,187,153  7  1,603,665 

7  Baton  Rouge 2,395,197          10           ^33,336  8  1,561,861 

8  Boston 2,365,224          17           439*746  6  1,925,478 

9  Norfolk.. _ 2,273,436            6        1,751,627  11  521,809 

10  San  Francisco 2,101,028             9        1,338,816  9  762,212 

11  Portland,  Ore 1,550,852             7         1,504,908  32  45,944 

12  Seattle,  Wash 849,909           12           652,987  20  196,922 

13  Newport  News 822,332           11           799,229  34  23,103 

*  United  States  Shipping  Board  Bureau  of  Research. 


Exports  of  Wheat  and  Flour  by  Customs 
For  the  Year  Ending  June  30,  1922* 

Wheat- 
Customs  Districts  Bushels 

Galveston 50,767,858 

Oregon 35,604,454 

New  Orleans 32*556,675 

New  York 18,344,907 

Chicago 15*359*979 

Philadelphia 14,306,436 

Maryland 1 1,863,796 

Washington 8,831,346 

Duluth  and  Superior 8,341,026 

Buffalo 3,700,25 1 

Wisconsin 3,414,141 

Sabine 2,764,100 

San  Antonio 1,019,090 

Maine  and  New  Hampshire 506,943 

Michigan 292,666 

Ohio 243,000 

Massachusetts 227,645 

Total  for  all  United  States 308,321,091 

*  From  Reports  of  Bureau  of  Foreign  and  Domestic  Commerce. 


Districts 


Flour- 
Barrels 

323*859 

1*457*987 
3,008,259 

6,442,435 

357 
576,917 

5i4*i34 

2,251,420 

2,072 

680 

18,850 

1,956 

45*493 
506 

54*3i8 


14*693 


15,796,819 


39 


STEAMSHIP  LINES  FROM  BOSTON 

A  number  of  steamship  lines  maintain  a  regular  service 
to  and  from  the  Port  of  Boston  and  the  Ports  of  the  United 
Kingdom,  Western  Europe,  Mediterranean  and  Black  Seas, 
Far  East,  West  Indies,  Central  and  South  America.  Several 
of  these  lines  have  regular  inbound  schedules,  their  outbound 
sailings  being  dependent  upon  cargo  available.  The  lines 
listed  maintain,  as  a  whole,  a  fairly  regular  service.  Tramp 
ships  and  those  making  one  or  two  trips  a  year  to  Boston  are 
not  included  in  the  list  which  follows. 

Overseas  Lines 

Lines  to  West  Indies,  Caribbean,  Mexico,  Central  America 
United  Fruit  Company 

American.     United  Fruit  Company,  75  State  St.     Passenger 
and  Freight  —  Weekly. 

To  East  Coast  of  South  America 

International  Freighting  Corporation 
U.  S.  Shipping  Board 

American.     C.  H.  Sprague  &  Son,  141  Milk  St.     Freight  — 

As  cargo  offers. 

To  Far  East 

Blue  Funnel  Line,  Alfred  Holt  &  Company 

British.     Patterson,  Wylde  &  Co.,  Chamber  of  Commerce 
Bldg.     Freight  —  Occasional. 
Barber  Line 

American.     Patterson,  Wylde  &  Co.     Freight  —  Occasional. 
Nippon  Yusen  Kaisha 

Japanese.     Patterson,  Wylde  &  Co.     Freight  —  Occasional. 

To  Near  East 

Bull  Constantinople 

Black  Sea  Line 

U.  S.  Shipping  Board 

American.     C.  H.  Sprague  &  Son,  141  Milk  St.     Freight. 
As  cargo  offers. 

40 


To  Mediterranean  Ports 

"Cosulich"  Societa  Triestina  di  Navigazione 

Italian.     Patterson,  Wylde    &    Co.,     Chamber    of    Com- 
merce Bldg.     Freight  —  As  cargo  offers. 
Bull  West  African  Line 

Rogers  &  Webb,  no  State  St.     Freight  —  As  cargo  offers. 
Export  Steamship  Company 
U.  S.  Shipping  Board 

American.     C.  H.  Spargue  &  Son,  141  Milk  St.     Freight  — 
As  cargo  offers. 
Mallory  Transportation  Lines,  C.  D.  Mallory  &  Company 
U.  S.  Shipping  Board 

American.     Rogers  &  Webb,  no  State  St.     Freight  —  As 
cargo  offers. 

Round  the  World 

Dollar  Line,  Robert  Dollar  Company 

American  and  British.     North  Atlantic  &  Western  Steam- 
ship Company,  in  Summer  St.     Freight.     Monthly. 

To  United  Kingdom  and  Western  Europe 

American  Line 

International  Mercantile  Marine 

American.     International  Mercantile  Marine,  84  State  St., 
Freight.     Semi-monthly. 
Anchor  Line 

British.     Anchor    Line,     126    State    St.     Passenger    and 
Freight.     Fortnightly. 
Black  Diamond  Line 

Rogers  &  Webb,  110  State  St.     Freight.     As  cargo  offers. 
Cosmopolitan  Lines 
U.  S.  Shipping  Board 

American.     Patterson,  Wylde  &  Co.,  Chamber  of  Com- 
merce Bldg.     Freight  —  As  cargo  offers. 
Cunard  Line 
Liverpool 

British.     Cunard    Steamship    Co.,    Ltd.,    126    State    St. 
Passenger  and  Freight  —  Fortnightly. 
Cunard  Line 
London 

British.     Cunard    Steamship    Co.,    Ltd.,    126    State    St. 
Freight  —  Fortnightly. 

41 


To  United  Kingdom  and  Western  Europe   {Continued) 

Export  Transportation  Co. 
Oriole  Steamship  Line 

American.     North  Atlantic  &  Western  Steamship  Co.,  in 
Summer  St.     Freight  —  Fortnightly. 
French  Line 
Compagnie  General  Transatlantique 

French.     Compagnie  General  Transatlantique,  33  Devon- 
shire St.     Freight  —  Fortnightly. 
Furness,  Warren  Line,  Furness,  Withy  &  Co. 
Liverpool 

British.     Furness,  Withy  &  Co.,  Ltd.,  10  State  St.     Pas- 
senger and  Freight.     Semi-monthly. 
Furness  Line,  Furness,  Withy  &  Co. 
Glasgow 

British.     Furness,  Withy  &  Co.,  Ltd.,  10  State  St.     Freight 
—  Semi-monthly. 
Holland-America  Line 
Nederlandsch-Amerikaansch  Stoomvart  Maatschappy 

Dutch.     Holland-America  Line,  84  State  St.     Freight  — 
Fortnightly. 
Leyland  Line 

International  Mercantile  Marine 
Liverpool 

British.     International   Mercantile   Marine,    84   State   St. 
Freight  —  Semi-monthly. 
International  Mercantile  Marine 
London 

British.     International   Mercantile   Marine,    84   State   St. 
Freight  —  Semi-monthly. 
International  Mercantile  Marine 
Manchester 

British.     International   Mercantile   Marine,   84   State   St. 
Freight  —  Semi-monthly. 
"Manchester  Dispatch,"  The  Blake  Line 
U.  S.  Shipping  Board 

American.     C.  H.  Sprague  &  Son,  141  Milk  St.     Freight  — 
Fortnightly. 
Moore  &  McCormack  Co.,  Inc.,  Commercial  Steamship  Lines  Irish 

Service 
U.  S.  Shipping  Board 

American.     Rogers  &  Webb,  no  State  St.     Freight  —  As 
cargo  offers. 

42 


B.    &    M.    R.    R..    HOOSAC  TUNNEL  DOCKS.    CHARLESTOWN, 
INTERNATIONAL    MERCANTILE    MARINE 


LONG   WHARF    WITH   SHIPS   OF   UNITED   FRUIT   COMPANY 


THE  OLD      NORTH   END"   OF  BOSTON   WITH    MUNICIPAL   FERRY   BOAT 


T  WHARF  BOSTON,  THE  OLD   FISH   PIER 


To  United  Kingdom  and  Western  Europe  {Continued) 

Red  Star  Line 

International  Mercantile  Marine 

Belgium.     International  Mercantile  Marine,  84  State  St. 
Freight  —  Fortnightly. 
Rogers  &  Webb  Line 

American.     Rogers   &   Webb,    no   State   St.     Freight  — 
Fortnightly . 
Scandinavian  American  Line  Bet.  Forende  Dampskibsselsk 

Danish.    A.  C.  Lombard's  Sons,  1  ro  State  St.     Freight  — 
Semi-monthly. 
Swedish-American  Line 
Rederiaktieb  Severige  Nord  Amerika 
Rederiaktieb  Transatlantic 

Swedish.     Furness,  Withy  &  Co.,  Ltd.,  10  State  St.    Freight 

—  As  cargo  offers. 
United  American  Lines 

American.     American-Hawaiian  S.  S.  Co.,  40  Central  St. 

Freight  —  As  cargo  offers. 
White  Star  Line 

British.     International   Mercantile   Marine,   84   State   St. 

Passenger  and  Freight  —  Semi-monthly. 

Domestic  Lines 

North  Atlantic  Ports 

Tri-National  Steamship  Corporation 

F.  W.  Chipman,  88  Commercial  Wharf.     Freight  —  Fort- 
nightly. 
Furness,  Withy  &  Co.,  Ltd. 

Furness,   Withy   &    Co.,   Ltd.,    10   State    St.     Freight  — 
Weekly. 

Pacific  Ports 

American-Hawaiian  Steamship  Co. 

American-Hawaiian  Steamship  Co.,  40  Central  St.     Freight 

—  Weekly. 

C.  &  T.  Ihtercoastal  Line 

Crowell  &  Thurlow,  131  State  St.     F r -eight  —  Fortnightly . 
Luckenbach  Lines 

Luckenbach    Steamship    Co.,    131    State    St.     Freight— 
Fortnightly. 

45 


Pacific  Ports  {Continued) 

Nawsco  Lines 

North  Atlantic  &  Western  Steamship  Co.,  1 1 1  Summer  St. 
Freight  —  Fortnightly. 
United  American  Lines,  Inc. 

American-Hawaiian  Steamship  Co.,  40  Central  St.     Freight 
—  Weekly. 


THE  SHAWMUT  EMBLEM 

COPYRIGHT  I9I9,  THE  NATIONAL  SHAWMUT  BANK 
OF  BOSTON 


46 


SOME  FACTS  ABOUT  BOSTON 

Population  Boston,  estimated  Jan.  i,  1923 837,926 

Area 47.81  Sq.  miles 

Total  assessed  valuation,  1922 $1,677,861,774 

Number  of  industrial  establishments,  1920 2,638 

Capital  invested  in  industries,  1920 $369,401,351 

Average  number  of  wage  earners  employed,  1920.  .  89,776 

Total  wages  paid  in  1920 $114,669,170 

Value  of  product  of  industries  in  1920 $674,344,180 

Bank  clearings  —  1922 $16,453,000,000 

Savings  bank  deposits  Dec.  30,  1922.  . $405,825,711 

Metropolitan  Boston 

Capital  invested  in  industries $894,048,325 

Average  number  of  wage  earners 216,727 

Total  wages  paid $247,431,450 

Value  of  manufactured  product $1,351,627,243 


BOSTON'S  RANK  AMONG  AMERICAN  CITIES 

First  in  value  of  property  per  capita,  second  in  municipal  assets 
per  capita,  the  first  shoe  and  leather  center,  the  first  wool  market, 
the  first  fresh  fish  market  (i.e.,  on  Atlantic  shores),  the  second  import- 
ing seaport,  the  second  textile  center,  fourth  in  total  assessed  valua- 
tion and  in  bank  clearings,  also  the  fourth  postal  district,  fifth  in 
Federal  Reserve  Bank  System  as  to  resources,  capital  paid  in,  surplus, 
reserves  and  gross  deposits,  seventh  in  total  foreign  trade  and  ninth 
in  value  of  its  manufactures. 


47 


OUR  FOREIGN  DEPARTMENT 

Offers  its  facilities  to  individuals,  merchants  and  manufacturers 
in  the: 

Transfer  of  moneys  to  all  countries,  by  mail  or  cable. 

Opening  of  Commercial  Credits,  covering  imports  and  exports. 

Buying  and  selling  of  exchange  and  foreign  currency. 

Issue  of  Travelers'  Checks  and  Letters  of  Credit  in  U.  S.  Dollars, 
Pounds  Sterling,  Francs,  or  other  currency. 

Details  of  obtaining  passports  and  arranging  for  transportation. 

Securing  of  credit  information  on  foreign  firms. 

Collection  of  drafts,  coupons,  inheritances,  legacies,  etc.,  in  all 
parts  of  the  world. 

Execution  of  orders  for  the  purchase  of  securities  listed  on  the 
European  Stock  Exchanges. 


48 


THE 

NATIONAL  SHAWMUT  BANK 

OF  BOSTON 


OFFICERS 

Chairman 
WILLIAM  A.  GASTON 

President 
ALFRED  L.  AIKEN 

Vice-Presidents 
NORMAN  I.  ADAMS  ADDISON  L.  WINSHIP 

ROBERT  S.  POTTER  FRANK  A.  NEWELL 

W.  A.  BURNHAM  FRANK  C  NICHOLS 

JOHN  BOLINGER  EDWARD  A.  DAVIS 

Cashier 
JAMES  E.  RYDER 

Assistant  Cashiers 
HENRY  F.  SMITH  WILLIAM  S.  TOWN 

FRANK  HOUGHTON  FREDERICK  E.  JACKSON 

GEORGE  H.  S.  SOULE  LEON  H.  WHITE 

GEORGE  E.  FICKETT  EARL  F.  FILLMORE 

ERNEST  H.  MOORE  GEORGE  H.  PIERCE 

Auditor 
CLARENCE  E.  DUNAVEN 

Assistant  Managers,  Foreign  Department 
FRANK  H.  WRIGLEY  WILLIAM  J.  HARTNEY 


DEPARTMENTS 

BANKING  TRUST  FOREIGN 

TRANSFER  SAFE  DEPOSIT       SAFE-KEEPING 


49 


THE  BEAM  TRAWLER      SWELL" 


18851 


BOSTON  COLLEGE 


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THE   NATIONAL  SHAWMUT  BANK 
OF  BOSTON 


